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I think you don’t understand the underlaying problem. It’s not a gizmo thing added to a normal balanced a/c.
This 737 Max with it’s forward mounted bigger/heavier engines is very difficult or almost impossible to take out of a stall and will stall under to high Angel of Attack.
This is due to the center of gravity change at high AoA. The a/c stalls and gets very nose heavy and can’t easily recover.
At high altitude in thin air, the difference in speed between ’stall’ and ’overspeed’ is very small ( look up ’coffin corner’) and the a/c can stall very quickly at high speed. That’s probably why Boeing made this MCAS system to work in the background, without descibing it in the pilots manual.
Now these accidents in Indonesia and Ethiopia was, what we know, probably caused by one faulty AoA sensor (stuck in high AoA-mode) at low altitude that triggered the MCAS and sent the a/c in a deadly high speed dive...that don’t can be stopped by the normal stick/yoke.
The other AoA sensor may be working normally and shows the pilot normal values on the screen.
The problem is that just one faulty AoA sensor, without redundancy can trig the MCAS down trim, alarm and stick shaker during normal take off flight, when the flaps were retracted.
The pilots had no idea what was happening and how to turn off the system was not learned or even described in the flight manual.